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89-12-01: 89-12-01 LEARJET (Formerly GATES LEARJET): Amendment 39-6227. Applicability: The following Learjet series airplanes and serial numbers, certificated in any category: Model Number/Series Serial Number 24 24-100 through -357 25 25-003 through -373 28 28-001 through -005 29 29-001 through -004 35 35-001 through -646 36 36-001 through -058 55 55-001 through -134 Compliance: Required as indicated, unless previously accomplished. To prevent failure of drag chute upon deployment, accomplish the following: A. Within the next 10 hours time-in-service or 2 calendar weeks after the effective date of this AD, whichever occurs first, determine the manufacture date that is stamped on the drag chute riser, in accordance with the instructions provided in the following Learjet Service Bulletins: Model/Series Service Bulletin 24 or 25 24/25-342A 28 or 29 28/29-25-3A 35 or 36 35/36-25-7A 55 55-25-4A 1. If the drag chute riser isdated prior to May 1987, reidentify the riser and reinstall the drag chute and canister, in accordance with the Accomplishment Instructions of the applicable service bulletin. 2. If the drag chute riser is dated May 1987 or later, accomplish either subparagraph a. or b., below: a. Replace the suspect riser with a new riser, Learjet Part Number (P/N) 6600180- 16, or a riser dated prior to May 1987, in accordance with the applicable service bulletin; or b. Remove the riser and install a placard stating "DRAG CHUTE INOPERATIVE" on the drag chute deploy handle and drag chute mechanism, in accordance with the Accomplishment Instructions of the applicable Learjet service bulletin listed above. This placard may be removed once the drag chute riser is replaced, in accordance with paragraph A.2.a., above. B. Prior to return to service after reidentification or replacement of the drag chute riser, as required by paragraph A. of this AD, perform a drag chute control system adjustment and drag chute functional test, in accordance with paragraph 2.C.(2) (f) of the Accomplishment Instructions of the applicable Learjet Service Bulletin specified in paragraph A. of this AD (reference Learjet Maintenance Manual, Chapter 25-62-00). C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment (39-6227, AD 89-12-01) becomes effective on July 3, 1989.
88-11-12: 88-11-12 BOEING: Amendment 39-5890. Applies to Model 737 series airplanes listed in Boeing Service Bulletin 737-53-1051, Revision 4, dated July 30, 1987, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent rapid loss of cabin pressure resulting from undetected frame cracking, accomplish the following:\n \n\tA.\tPrior to the accumulation of 6,000 landings after June 16, 1986, visually inspect the forward and aft body frames adjacent to the forward lower cargo door for cracks, in accordance with Flight Safety Inspection Program in Boeing Service Bulletin 737-53-1051, Revision 3, dated July 12, 1985. Repeat the inspections at intervals not to exceed 4,000 landings.\n \n\tB.\tAfter the effective date of this AD, if cracks are found, prior to further flight, repair in accordance with Part III.A. or Part III.B., as applicable, of Boeing Service Bulletin 737-53-1051, Revision 4, dated July 30, 1987. \n\n\tC.\tFor airplanes that have had cracks repaired in accordance with Part III.A. of Boeing Service Bulletin 737-53-1051, initial release, dated June 16, 1978, or later FAA-approved revisions: Prior to the accumulation of 25,000 landings after the repair, and thereafter at intervals not exceed 17,000 landings, visually inspect the frames for cracks in the area of the repair in accordance with Boeing Service Bulletin 737-53-1051, Revision 3. Parts found cracked must be repaired prior to further flight in accordance with an FAA-approved repair method.\n \n\tD.\tFor airplanes that have had cracks repaired in accordance with Part III.B. of Boeing Service Bulletin 737-53-1051, Revision 3: Prior to the accumulation of 3,000 landings after effective date of this AD, replace the repair parts with new airworthy repair parts in accordance with Boeing Service Bulletin 737-53-1051, Revision 4. \n\n\tE.\tFor airplanes that have had cracks repaired in accordance with the Boeing Model 737 Structural Repair Manual,Section 51-40-3, or with Part III.B. of Boeing Service Bulletin 737-53-1051, Revision 4, or later FAA-approved revisions, or in accordance with paragraph D., above: Prior to the accumulation of 6,000 landings after the repair and thereafter at intervals not to exceed 4,000 landings, visually inspect the frames for cracks in the area of the repair in accordance with Boeing Service Bulletin 737-53-1051, Revision 4. Parts found cracked must be repaired prior to further flight, in accordance with an FAA-approved repair method. \n\n\tF.\tModification of uncracked frames in accordance with the Preventative Modification of Boeing Service Bulletin 737-53-1051, Revision 3, dated July 12, 1985, constitutes terminating action for the requirements of this AD. \n\n\tG.\tAirplanes with cracked frames may be flown unpressurized in accordance with FAR 21.197 and 21.199 to a maintenance base for repairs or replacement required by this AD. \n\n\tH.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tI.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes AD 86-09-06, Amendment 39-5307. \n\n\tThis amendment, 39-5890, becomes effective June 27, 1988.
85-16-02: 85-16-02 McDONNELL DOUGLAS: Amendment 39-5108. Applies to McDonnell Douglas Model DC-10 series airplanes, certificated in any category, which are listed in McDonnell Douglas Alert Service Bulletin A24-131, dated July 17, 1985. Compliance required within 15 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent hydraulic line damage and/or arcing of the electrical wiring installation associated with the lower galley hot entree cart, accomplish the following: \n\n\tA.\tInspect the lower galley electrically heated hot entree cart wiring and conduit installation in accordance with Douglas Alert Service Bulletin A24-131, dated July 17, 1985, or later FAA approved revision, Accomplishment Instructions A and B. Install or replace parts as necessary. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 19, 1985.
2003-11-14: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-34- 200T, PA-34-220T, PA-44-180, and PA-44-180T airplanes that have a model 91E92-1 or model 91E93-1 combustion heater fuel pump installed. This AD requires you to accomplish a one-time inspection of the combustion heater fuel pumps for fuel leakage. If leakage is found, repair or replace the fuel pump. This AD is the result of recent reports of fuel leakage. The actions specified by this AD are intended to correct quality control problems with the heater fuel pump, which could result in failure of the heater fuel pump. Such failure could lead to fire or explosion in the cockpit.
86-15-03: 86-15-03 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-5354. Applies to Model MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-26 (Serial Numbers (S/N) 008 through 347 except S/Ns 313 and 321); MU-2B-30, MU-2B-35, MU-2B-36 (S/Ns 501 through 696 except S/Ns 652 and 661) airplanes with U.S. Type Certificate No. A2PC, with certain nose landing gear strut assemblies installed, certificated in any category. (This AD does not apply to MU-2B series airplanes having serial numbers with "SA" suffix.) Compliance: Required as indicated, unless already accomplished. To preclude failure of the nose landing gear (NLG) strut assembly with part numbers and serial numbers listed in MHI MU-2 Service Bulletin (S/B) 181 Revision B, dated April 8, 1985 (hereafter referred to as S/B 181) installed, accomplish the following: (a) For those airplanes with NLG strut assemblies having 4000 or more hours time- in-service (TIS) on the effective date of this AD, within the next 200 hours TIS, and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I of S/B No. 181. (b) For those airplanes with NLG strut assemblies having less than 4,000 hours TIS on the effective date of this AD; (1) For the outer cylinder assembly, within the next 200 hours TIS and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I, of S/B No. 181. (2) For the trunnion and the axle assembly, prior to achieving 4,200 hours total TIS and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I of S/B No. 181.(c) If cracks are found during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, replace the cracked parts with serviceable parts marked "SP" in accordance with "INSTRUCTIONS," Part II of S/B No. 181. (d) Installation of the outer cylinder assembly, axle assembly or trunnion marked "SP" is terminating action for the repetitive inspection for that particular part. When all affected parts are replaced in accordance with Part II, permanently identify the NLG strut assembly with "SB 181" in vicinity of the NLG assembly part number. (e) Special flight permits may be issued in accordance with FAR Section 21.197 to ferry aircraft to a maintenance base in order to accomplish this AD. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Western Aircraft Certification Office, ANM-170W, Northwest Mountain Region, FAA, Post Office Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. Allpersons affected by this AD may obtain copies of the documents referred to herein upon request to Mitsubishi Heavy Industries, Ltd., 10, Oye-Cho, Minato-ku, Nagoya, Japan, or Beech Aircraft Corporation (Licensee for Mitsubishi), 9709 East Central, Post Office Box 85, Wichita, Kansas 67201, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment supersedes Amendment 39-3892 (45 FR 54729) as amended by Amendment 39-3956 (45 FR 70227), AD 80-18-12 R1. This amendment becomes effective August 13, 1986.
2020-12-11: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-111, -112, -113, -114, -115, -151N, and -153N airplanes; Model A320-251N, -252N, -253N, -271N, -272N, and -273N airplanes; and Model A321-251N, -251NX, -252N, -252NX, -253N, \n\n((Page 41178)) \n\n-253NX, -271N, -271NX, -272N, and -272NX airplanes. This AD was prompted by a report of a non-stabilized approach followed by an automatic go-around, which led to an airplane pitch-up attitude and resulted in an auto-pilot disconnection. This AD requires revising the airplane flight manual (AFM) and applicable corresponding operational procedures to limit the use of speed brakes in certain airplane configurations and informing all flight crews, thereafter, to operate the airplane with limitations accordingly, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
99-24-05: This amendment supersedes an existing emergency priority letter airworthiness directive (AD), applicable to ECD Model BO-105CB-5 and BO-105-CBS-5 helicopters, that currently requires, before further flight, creating a component log card or equivalent record and determining the calendar age and number of flights on each tension-torsion (TT) strap. This amendment requires the same actions as the emergency priority letter AD and additionally clarifies the compliance time requirements specified in the emergency priority letter AD. This amendment is prompted by an accident in which a main rotor blade (blade) separated from an ECD Model MBB-BK 117 helicopter due to fatigue failure of a TT strap. The same part number TT strap is also used on the ECD Model BO-105 helicopter. The actions specified by this AD are intended to prevent failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
87-03-01: 87-03-01 SHORT BROTHERS, PLC: Amendment 39-5510. Applies to Model SD3-30 airplanes listed in Short Brothers, PLC, Service Bulletin SD330-28-33, Revision 1, dated January 1, 1986, certificated in any category. To prevent fuel leaks into the passenger cabin, accomplish the following, unless previously accomplished: 1. Within 9 months after the effective date of this AD, modify the fuel containment system in accordance with Short Brothers, PLC, Service Bulletin SD330-28-33, Revision 1, dated January 1, 1986. 2. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia, 22202-3702. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 12, 1987.
2006-07-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600 series airplanes. This AD requires modifying nine bolt holes in the vertical flange to prevent cracking before the inspection threshold of AD 98-18-02. This AD results from reports of cracking in the vertical web of the center spar sealing angles of the wing earlier than the inspection interval specified in the existing AD. We are issuing this AD to prevent crack formation in the sealing angles; such cracks could rupture the sealing angle and lead to subsequent crack formation in the bottom skin of the wing, and resultant reduced structural integrity of the center spar section of the wing.
99-23-17: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters, that requires a one-time inspection of the length of the main gearbox epicyclic module upper casing bearing attachment bolts (attachment bolts), and if they exceed a certain length, replacing the epicyclic module to preclude a potential interference between the attachment bolts and the 2nd stage planet gear cage web. This amendment is prompted by a report of interference between the attachment bolts and the second stage planet gear cage web of the epicyclic module in the main gearbox. The actions specified by this AD are intended to prevent failure of the second stage planet gear of the main gearbox, loss of main rotor drive and subsequent loss of control of the helicopter.
99-23-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 1000 series airplanes, that requires a visual inspection of the PS wire bundle, shielded wires going to fuel probe `G,' and any other wire or wire bundle for chafing in the forward wing spar and forward ventral tank area; and corrective actions, if necessary. This amendment is prompted by reports indicating that, due to improper routing of a wire bundle, the wire bundle chafed against the forward ventral tank transfer/crossfeed valve, which caused an electrical short and resulted in failure of the landing light. The actions specified by this AD are intended to prevent a short circuit due to wire chafing, which can cause a fire in the ventral fuel tank area.
2006-08-13: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) PW535A turboshaft engines with serial numbers (SNs) lower than DC0241, and with hydromechanical fuel control (HFC) part number (P/N) 819735-4, 819735-5, or 819735-6 installed. This AD requires inspection and verification of the proper adjustment of the ratio unit setscrew adjustment of installed HFC units. This AD results from incidents of PW535A turboshaft engines experiencing lack of response to the power lever input during attempted engine acceleration, due to an incorrect adjustment of the HFC ratio unit setscrew. We are issuing this AD to prevent lack of engine response to power lever input, which could cause a single or dual engine in-flight shutdown event.
99-23-02: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA-365N, SA 365N1, and AS-365N2 helicopters, that requires replacing certain defective electrical modules with airworthy electrical modules. This amendment is prompted by the discovery of several defective electrical modules. The actions specified by this AD are intended to prevent loss of electrical continuity, which could cause loss of critical rotorcraft electrical systems and subsequent loss of control of the helicopter.
99-23-01: This amendment supersedes an existing airworthiness directive (AD), applicable to Robinson Model R44 helicopters, that currently requires removing and replacing the pilot's cyclic control grip assembly (grip assembly) with an airworthy grip assembly. This amendment requires the same actions as the current AD but would change a part number (P/N) referenced in the current AD. This amendment is prompted by the discovery of an error in the P/N of the current AD. The actions specified by this AD are intended to prevent use of a grip assembly that may crack, resulting in failure of the grip assembly and subsequent loss of control of the helicopter.
99-22-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that requires a one-time detailed visual inspection of the upper decompression panel on the flight deck door to verify that a minimum overlap dimension exists, and corrective action, if necessary. This amendment is prompted by reports indicating that, during production, some upper decompression panels were installed incorrectly on the flight deck door. The actions specified by this AD are intended to detect an incorrectly installed upper decompression panel, which could cause the emergency exit panel on the flight deck door to become inoperable, thereby preventing crewmembers from performing essential duties during an emergency evacuation.
2008-13-05: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Defective burner hoses have been identified which might develop a leak. A significant leak, if it was ignited, could hazard the balloon and occupants. Since the issue of AD G-2003-0010 there have been occurrences of hose failure in batches not identified in the earlier bulletins. LHAB Service Bulletin (SB) No 11 supersedes the earlier SBs and revises the applicability as required. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective July 23, 2008. As of April 1, 2008 (73 FR 13113, March 12, 2008), the Director of the Federal Register approved the incorporation byreference of Lindstrand Hot Air Balloons Ltd. Service Bulletin No. 11, Issue 1, dated September 24, 2007, listed in this AD.
2003-11-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 series airplanes, that currently requires repetitive eddy current inspections for cracking of the main landing gear (MLG) main fittings, and replacement with new or serviceable MLG main fittings if necessary. That AD also requires servicing the MLG shock struts; inspecting the MLG shock struts for nitrogen pressure, visible chrome dimension, and oil leakage; and performing corrective actions, if necessary. This amendment clarifies the applicability, adds certain repetitive inspections, reduces an initial inspection threshold, and removes a provision to extend the repetitive interval for the eddy current inspection. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the MLG main fittings, which could result incollapse of the MLG upon landing.
99-22-14: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Pratt & Whitney JT8D-200 series turbofan engines, that currently requires installation of high pressure turbine (HPT) containment hardware. This amendment requires removing low pressure turbine (LPT)-to-exhaust case bolts and nuts and replacement with improved LPT-to-exhaust case bolts and nuts, and installation of improved HPT containment hardware. This amendment is prompted by uncontained HPT events resulting from HPT shaft fractures and LPT flange separations resulting from LPT blade failures. The actions specified by this AD are intended to prevent damage to the airplane resulting from uncontained engine debris following an HPT shaft fracture or an LPT blade failure. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of December 28, 1999.
99-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes. This action requires an inspection of the crew rest area heat exchangers to detect deflection or interference with the flight control cables; and various follow-on actions. This action also requires replacement of certain nutplate attachment rivets that attach the heat exchangers to the airframe with stronger rivets. This amendment is prompted by a report of interference between insulation blankets adjacent to the heat exchangers and flight control cables. The actions specified in this AD are intended to prevent a reduction in maximum rudder and elevator surface deflection due to the separation of heat exchangers from the body frame, which could result in reduced controllability of the airplane.
88-19-05: 88-19-05 BOEING: Amendment 39-6002. Applies to Model 767 series airplanes, equipped with Pratt and Whitney JT9D-7R4D, -7R4E, or -7R4E4 engines, or General Electric CF6-80A or -80A2 engines, certificated in any category. \n\n\tCompliance required within 180 days after the effective date of the AD, unless previously accomplished. \n\n\tTo preclude the spread of engine fire to other parts of the airplane through a gap in the engine firewall, accomplish the following:\n \n\tA.\tAccomplish either paragraph A.1., or A.2., below. \n\n\t\t1.\tInstall a firewall seal to cover a gap located between the engine core cowl and thrust reverser cowl at the pylon to cowl fillet fairing, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t2.\tInstall a firewall seal assembly in accordance with Boeing Alert Service Bulletin 767-54A0027, dated June 2, 1988, for airplanes equipped with Pratt and Whitney JT9D- 7R4D, -7R4E, or -7R4E4 engines; or Boeing Alert Service Bulletin 767-54A0028, dated June 10, 1988, for airplanes equipped with General Electric CF6-80A or -80A2 engines. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-6002, becomes effective September 26, 1988.
89-19-03: 89-19-03 BOEING: Amendment 39-6315. (Docket No. 89-NM-164-AD) \n\tApplicability: Model 767 series airplanes, as listed in Boeing Alert Service Bulletin 767- 25A0135, dated July 6, 1989, certificated in any category.\n \n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure structural integrity of cabin partitions with a wall-mounted flight attendant seat, accomplish the following: \n\n\tA.\tReplace the upper mounting bolts of cabin partitions, in accordance with Boeing Alert Service Bulletin 767-25A0135, dated July 6, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6315, AD 89-19-03) becomes effective on September 19, 1989.
2006-09-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. That AD currently requires repetitive detailed and ultrasonic inspections of the thrust links of the rear engine mounts for any crack or fracture and corrective actions if necessary. This new AD requires repetitive replacement of the thrust links with new or overhauled thrust links, which ends the repetitive detailed and ultrasonic inspections. This AD results from the finding of fractured and cracked forward lugs of the rear engine mount thrust link on the number one strut on two airplanes. We are issuing this AD to prevent cracked or fractured thrust links that could lead to the loss of the load path for the rear engine mount bulkhead and damage to other primary engine mount structure, which could result in the in-flight separation of the engine from the airplane and consequent loss of control of the airplane.
99-22-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80 and C-9 (military) series airplanes, and Model MD-88 airplanes, that requires revising the wiring of the air conditioning pneumatic supply control, if applicable, and revising the wiring of the pneumatic augmentation valve. This amendment is prompted by a report indicating that the pneumatic augmentation valve may go fully open when an engine fails during initial climb prior to deactivation of the second segment climb switch. The actions specified by this AD are intended to prevent opening of the pneumatic augmentation valve, which could result in significant loss of thrust from the remaining engine and consequent inadequate initial climb performance of the airplane.
2006-08-10: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CT64-820-4 turboprop engines with certain part number (P/N) rotating parts. The parts are in the compressor rotor assembly, gas generator turbine rotor assembly, and power turbine rotor assembly that are subject to low-cycle fatigue. This AD requires removing from service these affected rotating parts at reduced compliance times. This AD results from the manufacturer's discovery of cracks in some rotating parts. We are issuing this AD to prevent cracks in the rotating parts that could cause compressor and turbine wheel fracture and uncontained engine failure. An uncontained engine failure could cause possible damage to the airplane.
89-16-08: 89-16-08 GENERAL ELECTRIC COMPANY: Amendment 39-6259. Applicability: General Electric Company (GE) CF6-80A/A1/A2/A3 turbofan engines. Compliance: Required as indicated, unless already accomplished. To provide increased fire protection in the event of a fire escaping from the LPT recoup manifold which could lead to fuel leakage and possible engine fire, accomplish the following prior to August 31, 1989: (a) Install on CF6-80A/A2 engines, two zirconia-coated fire shields, Part Numbers (P/N) 1306M85G01 and 1306M86G01, in accordance with GE CF6-80A series Alert Service Bulletin (ASB) A72-512, Revision 1, dated May 24, 1988. (b) Install on CF6-80A1/A3 engines, fire shield, P/N 1306M84P02, in accordance with GE CF6-80A series ASB A72-510, Revision 2, dated November 14, 1988. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by anowner or operator through an FAA Airworthiness Inspector, an alternative method of compliance with the requirements of this AD or adjustments to the compliance time specified in this AD, may be approved by the Manager, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803. The installation of the required fire shields shall be done in accordance with the procedures given in GE CF6-80A series ASB A72-512, Revision 1, dated May 24, 1988 (CF6-80A/80A2 engines) or ASB A72-510, Revision 2, dated November 14, 1988, (CF6-80A1/A3 engines). This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the office of the Federal Register, 1100 L Street, Room 8301, Washington, DC 20591. This amendment (39-6259, AD 89-16-08) becomes effective on August 31, 1989.